Vacuum-brake apparatus



(No Model.) 2Sheejzs-Sheet 1.

P. W. EAMES. Vacuum Brake Apparatus.

Patented May 10, 1881..

N. PETERSv PhoQoLiRhOgnphar. Washington, D. C.

(No Model.) 2 Sheets-Sheet 2.

F. W. E A M B S.

Vacuum Brake Apparatus.

No. 241,333. Patented May 10, I881.

fitt d: I t

I k WW N. PETERS. Phulo'ljthogmphar, Washington, D. C.

UNTTED STATES;

PATENT OFFICE.

FREDERICK \V. EAMES, OF ATERTOIVN, NEW YORK.

VACUUM-BRAKE APPARATUS.'

SPECIFICATION forming part of Letters Patent No. 241,333, dated May 10,1881,

Application filed Octoherfll), 1880. (No nrodel.) Patented in EnglandFebruary 15, 1879.

To all whom it may concern Be it known that I, FREDERICK W. EAMEs, acitizen of the United States, residing at \/Va-,

tertown, in the county of Jefferson and State of New York, have inventedcertain new and useful Improvements in Vacuum-Brake Apparatus, (Case K;)and I do hereby declare the following to be a full, clear, and exactdescription of the invention, such as will enable others skilled in theart to which it appertains to make and use the same, reference being hadto the accompanying drawings, and to letters or figures of referencemarked thereon, which;

construction and arrangement of the dia-I phragm or piston chamber andits controlling valve device, all of which will be hereinafterdescribed, and then pointed out in the claims.

In the drawings, Figure 1 shows one form of carrying out my invention,which-is a vertical section of the same. In this arrangement two flangeddish-shaped metal shells, A A, are provided,which clam p between theirflanges a flexible diaphragm, B. This diaphragm carries a central plate,B, which serves to secure to the diaphragm a pendent vertical rod, C,connected to the brake-levers. In lieu of a packing, I fit to this rod aflexible conical sleeve. This sleeve covers the opening in the shell A,as shown at D, and is attached to the rod by an air-tight joint. It ismade of a length equal to at leasthalt' the stroke of the pendent rod C,and moves therewithin and out of the shell. This arrangement of anair-tight sleeve obviates the necessity of providing the rod C with astufiing-box and admits of a more sensitive action of the diaphragm androd. Each shell is provided With an exhaust-pipe, E and E, and thesepipes connect with a common pipe, E which leads to the air-ejector. Thepipe of the upper shell is fitted with a clackvalve, F, which, on airbeing admitted to the exhanstpipe, will prevent its passage to the uppershell, leaving the air free to pass to the under side ofthe diaphragmand set thebrakes in action. Air may be admitted directly to the uppershell, to release the brakes of a detached car, by opening a valve orcook, a, provided for that purpose. If thought desirable, air may bewithdrawn from both shells by means of a single pipe attached to thelower shell, an opening in the diaphragm, closed by a clack-valveopening downward, serving to bring the two shells into communicationwith each other. The upper shell, A, may be constructed of greaterrelative area than is here shown, so as to provide a larger and moreeffective vacuum-power, or a storing-reservoir may be connected theretoby means of a pipe having free communication therewith.

' Fig. 2 shows the flexible diaphragm chamber arranged in relation to avalve device in such a manner that the brakes will be put on by causingair to be admitted to one side of the diaphragm by a pipe having anopening with the outer air in close proximity thereto. This constructionand arrangement quickens the action of the vacuum-brake and increasesits power. The pipes E E from the opposite sides of the diaphragm B orpiston communicate with the cylindrical barrel G, provided withavalve-seat at its opposite ends. The pipe E, leadingfrom the shellA,connects with the end of the barrel G. Surrounding this barrel is anannular chamber, which is in communication with the pipe E, leading tothe shell A. Communication between this annularchamber and the barrel ismade by ports gg, which ports are alternately opened and closed by anelongated piston, H, which is provided with the conical valves It h atits opposite ends, for operating between the valve-seats beforementioned. The rod of this piston is hollow,and it is attached by aflanged coupling with a flexible diaphragm, I, contained in case K,which forms a virtual extension of the cylindrical barrel G, in whichthe valve-piston H works. This case K, above thediaphra gm, isincommunication with thelineofexhanst'tubcs or brakepipes which extendthroughout the train, and below the diaphragm it is open to the air,preferably in communication with a compartment of the carriage to whichthe apparatus is attached. The hollow piston-rod is closed at top by apuppet-valve, W, and under the action of the exhaust in the vacuum-tubesit rises, to allow of the air being drawn from the opposite sides of thediaphragm or piston of the shell in direct connection with the brakes.At this time the piston H will be at its highest position by reason ofthe exhaust above the diaphragm and the pressure of air below the same.This action may be supplemented by a coiled spring, I), if desired. Thelower shell, A, may be made of greater vertical length, or a reservoir,L, may be connected therewith by a pipe, 0, to give an increasedeflectiveness in setting the brakes by providing a larger vacuum reservepressure.

The operation is as follows: A vacuum is being constantly maintained inthe brake-pipe E which serves to exhaust the air from both sides of thediaphragm B. WVhen it is desired to apply the brakes air is admitted tothe pipe E, which closes the valve F of Fig. l or the valve h of Fig. 2.Upon the valve F closing the air will rush into the pipe E and destroythe equilibrium of the diaphragm B, whereby movement of the rod 0 willensue, thereby setting the brakes in action. Upon the re-establishmentof the vacuum in the pipe E a "acuum will again be restored on bothsides of the diaphragm and the brakes taken off. Upon the valve h ofFig. .2 closing by the admission of air to the pipe E the diaphragm Iwill fall, carrying the piston H, thereby closing pipe E and opening apassage for the air into the pipe E, thereby applying the brakes. \Vhenit is desired to take oft the brakes the vacuum in the pipe E is againrestored, when the diaphragm I will rise, carrying piston H, which willclose communication with the outer air and open up a passage from thepipes leading to both sides of the diaphragm and the brake pipe E thevalve h covering the opening in the hollow piston-rod rising for thispurpose.

To maintain a vacuum in the pipe E to keep the brakes ready for action,I may use a small ejector constantly blowing, or anautomaticallyoperating ejector, and to render the same entirelyautomatic in a simple and compact, manner I locate on the engine andattach to the ejector a diaphragm acted upon by a vacuum on one side anda weight on the other, and connect it by a secondary valve, which, whenopened, allows steam to lift the main valve of the ejector and open up apassage for the steam from the boiler through the ejector or exhaust; orany known steam and air pump suitable for the purpose may be employed.

YVhat I claim is- 1. In combination with a single line ofbrakepipes anda piston or diaphragm chamber in which a vacuum is maintained on bothsides of the piston or diaphragm, a valve device for admitting theexternal air direct to one side of the piston or diaphragm by theadmission of air to the brake-pipe, substantially as and for the purposeset forth.

2. In combination with a single line of brake pipes, a vacuum-reservoir,and a piston or diaphragm chamber in which a vacuum is maintained onboth sides of thepiston ordiaphragm, a valve device, substantially asshown, for admitting the external air direct to one side of the pistonor diaphragm upon the admission of air to the brake pipe, substantiallyas and for the purpose set forth.

3. A valve so arranged and constructed as to have communication withboth sides of the diaphragm or piston of a vacuumchamber, and connectingwith the exhanstbrake-pipe, whereby, upon the establishment of a vacuumof any degree in the brakepipe and chamber, an equi' librium of pressureon both sides of said diaphragm or piston will immediately result, substantial] y as set forth.

4. The combination, in a valve device, of the diaphragm or piston I,hollow piston-rod H, having the double-ended valve h h, and the valve 7Lsubstantially as set forth.

5. The combination, in a valve device, of the diaphragm or piston I,hollow piston-rod having the double-ended valve h h, valve W, andlateral passages gg, substantially as set forth.

In testimony whereof I aifix my signature in presence of two witnesses.

FRED. \V. EAMES.

Witnesses CHAS. D. BINGIIAM. E. D. EAMES.

